Tuning your mind

As sim-racing technology expands, widens, and deepens the experience of what it is like to build, tune, and compete in a simulated car, issues of real world application begin to surface.  A cross reference from one world to the other starts to take shape allowing certain questions to be asked, and repeatable tests to take place that can validate or invalidate our assumptions in both worlds.

Take for example the area of tuning.  In the real world of racing, tuning is an endless array of always changing fine variables.  The perfect setup is the goal, but in real racing is never truly achieved.  Tuning is a long list of compromises and error corrections that is part engineering and part feeling.  No two car tunes (or track conditions) are exactly alike, even when carefully prepared to be exactly alike.  In the sim-racing world however, cars can be carbon copied as perfect clones of one another.  Tuning can be identical. And conditions can be exactly the same each test.  Because of this non-varied precision, simulated cars lack a certain animated inconsistency that real cars have in spades.  Due to their consistency, simulated cars are easier to come to grips with as a somewhat static model.

For some, tuning a simulated car has only marginal positive affects, while others are convinced that their hours of careful tuning is a massive help they couldn’t possibly do without.  Console simulators like Forza and Gran Turismo are never going to have the fanatic attention to tuning detail of PC based sims like iRacing, but, they will continue to step closer with each new version.  Yes, it’s true that console sim makers have gone to great lengths to avoid making their games “too hardcore” and in favor of lasting broader appeal, but, as they improve, technical details sharpen.  No matter how much you try to dumb things down, eventually technology will necessarily free up more options for you to play with.

Each year simulations become more detailed and accessible to the average person to the point that comparisons can be legitimately drawn between real and the unreal. As these lines are blurred, they are blurred more for some, and less for others, especially on the console side.  An often over heard phrase is, “If I had a good tune for this car, I’d be just as fast as [fill name in here].” Those with experience know this is seldom ever the case.  They know that driving skill is more important than having the perfect tune.  Skill set trumps all, and if you can add a nice tune that fits the driver, you’ve maximized his potential.  Compared to the real world, it’s very much the opposite. Tuning is everything, because the talent of the driver pool is so close, and the tuning variables unlimited.

NASCAR has perhaps the most restricted and limited set of rules for their cars as any in racing, resulting in a format that is basically a high-end spec series.  The idea is to make the cars equal, and place the burden of the win on the driver’s shoulders.  Instead, it has turned out to be a battle of tuning and teamwork.  How can this be?  Because tuning a real race car is where the most variables exist for improvement.  This is entirely unlike simulation racing.  In sim-racing, it is the driver that is the most inconsistent and not the tune of the car.

We’ve discovered in the sim-racing world that drivers tend to adapt to cars more, –and in real racing, cars are made to fit the drivers.   This is why we see some sim-drivers who are extremely good at driving untuned cars.  These are drivers who have honed their skills driving a certain type of tune known as a stock setup.  Stock setups have little to no adjustments made to them and are as is.  Stock tuned drivers are not helped all that much from tuning springs, shocks, sway bars, camber, and the like.  They are used to driving cars the way they come, and don’t need many adjustments outside of a final drive gear ratio.

What’s interesting about all of this is the false perceptions it has created in the sim-racing console community.  Tuning a console sim-racing car does not have the same impact as tuning a real race car or even an iRacing car.

Another myth is that many people think that if they enter a limited tune or stock tune event they will have their best chances to compete because no tuning will be allowed and driver skill will prevail.  What they don’t understand is that stock unturned cars do have a tune on them all their own from the “factory”, and that this “stock tune” just happens to naturally fit the skill set of some very fast drivers who specialize in driving these stock tuned cars.  As a result drivers who are not used to driving un-tuned cars are at an extreme disadvantage and far from being on equal footing.

The false perception by a lot of drivers is that being in a series where tuning is allowed places them at a greater disadvantage.  They think this way because they place too much weight on the value of tuning and not enough on driver skill.  Average drivers often fear that the fast guys have a, special top secret “glitch tune” that makes their car so much better than theirs.  What they don’t see is that these same fast drivers would be just as superior if not more so in a stock tuned car.  They also don’t see that if they are allowed to tune the car to better suit their own driving style they will maximize their own performance, — rather than being hamstrung by a set tune they cannot change to suit them, while up against drivers who are experts at driving stock tuned cars.

So, the next time you want to blame your car (and we all do), or envy the fastest guys tune, don’t think about tuning your car, take a step back and tune your thinking instead.

 

Full Throttle,

GTDon

GT5 vs FM3: The Back to the Future DeLorean battle

Curious about some differences between the two leading console simulators, and knowing that both games have the iconic DeLorean DMC12 to compare on the same tracks, I thought I would take a trip back into, the future! But hold on to your “Flux-Capacitors” just a minute, these two cars are not exactly the same it turns out.

Turn10 chose the original version cir. 1981, you know, the Michael J. Fox/Marty McFly version used in the popular 1985 movie, “Back To The Future.” Polyphony had to be different of course, and went with a later iteration from 2004 known as the, “S2” which adds another 60hp, or around 200hp in total, as the original car had intended to be, –before the smog Nazi’s got a hold of it in the US.

Compared to the respective real car versions, the simulated versions are for whatever reasons faster cars. Not just faster, but quicker, and with better road holding ability. Lateral g on the original car was about .77, but on the sim cars, closer to .90. Even so, the original DeLorean in its day was a slightly above average performer in its class despite its mass and puny 130hp V6.

To do this experiment we had to build the FM3 DeLorean up to match the S2 GT5 version, since you can’t downgrade the newer GT5 DeLorean. We did this without increasing the size of the V6, and came up with a good compromise of hp/tq/wt to match the GT5 version. The FM3 DeLorean still ended up being slightly heavier, and less powerful than the GT5 version, depending on the state of tune of the GT5 version. As many of you know the GT5 cars are not static models, they vary in their performance depending on how fresh the car is. A car with a fresh tune-up and oil, with some break-in miles, will produce the best hp/tq numbers.

The real S2 version of the car was rated at 197hp, a number that we could hit with the FM3 car easily. The GT5 car would range from 192hp to 202hp depending on the mileage.

Aside from the hard numbers you see below, the two versions of Laguna Seca are perhaps even more different than the cars. GT5’s Laguna is a wider track that feels bigger than the FM3 track. The FM3 track feels almost cramped, and has a smoggy hazy look to it, whereas GT5’s Laguna Seca is a crystal clear day with a few puffy white clouds, and blue sky in the distance.

The handling manner’s of both cars is oddly similar to a point. Both cars exhibit a rear heavy unbalanced feel with strong front to back body movement much like the real car. Both cars have a light front end and noticeable nose dive under braking, and lift under acceleration. But the GT5 car seems to have more body roll and action in general. It’s a bit busier than the FM3 car even though both cars have what feels like the same road adhesion. The FM3 DeLorean likes an inside line and feels like it is better able to hold it. The GT5 car has no favorite cornering line, and behaves the same way no matter what line you use. The GT5 DeLorean is indifferent to rumble strips, but is sensitive to track camber, which is the opposite for the FM3 DeLorean.

Graphically both cars look great, and even though the GT5 car is a much hated “Standard” car as opposed to the beloved “Premium” cars, it is still more detailed than that of the FM3 version. Driving them back to back you start to get the feeling that the FM3 DeLorean is more cartoon-like even though it has an added interior view that the GT5 car doesn’t have.

Sound quality goes to the Forza product for the engine, but tire sound goes to the Gran Turismo product for the tire screeching. The GT5 car can tend to have too much gear whine and not enough muffler/exhaust notes too.

Speed sensation is very close to the same for both cars. I ran both cars without any assists or tuning, and never felt there was a need to do otherwise. Braking was vastly different. The FM3 DeLorean was quick to brake, but the GT5 car took a more progressive style to slow down.

Gearing was very different too. The stock GT5 gears were perfect, but the gears for the FM3 car were too tall, bogging down in 3rd gear especially.

But when the dust settled and the stop watches were stopped, everyone was scratching their heads like the “Doc” in the movie, wondering how the slower car went way faster than the faster car? Our only conclusion is that the FM3 Laguna Seca track is somewhat shorter than the GT5 version of the famous track. Either that, or the FM3 Delorean has a hidden Flux-Capacitor.

FM3 DMC12 “S2″

(Class E-232)

197hp/210tq

2,843lbs

0-60 6.7sec as tested

0-100 17.4sec as tested

Top speed 147mph as tested

Laguna Seca 1:42.600

GT5 DMC12 S2

202hp/217tq

2,839lbs

0-60 6.4sec as tested

0-100 16.1sec as tested

Top Speed 150mph as tested

Laguna Seca 1:48.108

Full Throttle,

AAR GTDon

Gran Turismo 5 review: 4/5

Well it’s finally here, and after years of planning, and development, and yes, delays, GT5 has arrived. Or has it? Sure, the title is here, but is the promise of another console racing simulation revolution from Polyphony something you can bank on, or will the relatively soon to follow GT6 be the real deal? That all depends on your contextual expectations I suppose, and what the future may bring.

If you’ve read some GT5 reviews by now you know the verdict has ranged from silly semi-confused musings, to mild exuberance, and even general approval. This in and of itself is a bit of an indictment when you consider the lengthy gestation period of GT5. Why shouldn’t it be the racer of the decade, when, after all, it took a half decade to get it to market?

The buying public is a harsh master, but the non-buyers are even harsher. So let’s dispel one notion right at the beginning, don’t listen to the haters, and, don’t listen to the fan boys. GT5 is neither the greatest console simulation racer ever, nor is it insufficiently done either. It is an interesting and entertaining gaming result that reveals a kind of simulation crossroad where old meets new.

Since most if not all the GT5 reviews are already out, and cover the same basic outline of the game such as how many tracks, cars, modes, special events, challenges, levels, etc., there are, I’m not going to drive down that well worn path, but instead try to get to the real meat of the GT5 matter. You know, talk a little bit about what everyone really wants to know, like, is it better than Forza3, and is it good enough to buy?

Where others have said GT5 feels the least complete of any GT game, I see a game with the most inclusion of old and new elements possible. I suspect that it is the retention of these older features and car models, as in the case of the less detailed 800 or so “standard cars” that spoils the taste for those looking for an entirely different and revamped direction for the franchise. There is a certain jaded cynicism amongst game reviewers these days using such phrases as, “only 200 premium cars” and “painfully slow (initial) HD install.” Seriously? Does anyone seriously stare at the TV in agony while the game is installed to the HD for 40 minutes? Or do they go get a bite to eat or watch TV until the process is complete like me? Only 200 premium cars is a, “shame?” Really? To this day I don’t have 200 cars in my Forza3 garage, and I don’t feel cheated. “In game load times are painfully slow?” Honestly? I’d say they are either the same as or slightly faster than FM3, is closer to the truth.

Apparently much of the mis-interpretation or angst of GT5 comes from those who don’t know what Gran Turismo is, or is trying to be. Rather than objectively try to positively accept the game for what it is, the reviewers tend to try to make it fit into what they think it should be. And if it is an odd fit, then they are quick to criticize it to no end.

So what is GT5 exactly? It is a major console simulation racer that has a unique heritage all its own, and a historic reputation for creating the genre in the first place. GT5 is a mix of old and new themes and technology. It’s the first 3D variation of its kind, and offers some of the very best car modeling ever seen on any platform.

So, let’s get to it, by the numbers, does GT5 match or exceed the driving pleasure and entertainment value that FM3 has delivered, and if so, is it enough to justify buying it? I’ll let you do the math on the 19 categories listed below…

Driving Physics: On a simple scale of 1-10, GT5 wins easily with a 9, over FM3’s 7.

The tactile sensation of GT5 is very noticeable. You can feel the tires in contact (and not in contact) with the track. FM3 by comparison seems to be less sensitive and vague, as though its cars are hovering above the track by about an inch. For the first time that I can recall, the proper motion is being experienced with GT5 to the extent that the technique of “throttle steering” can be fully utilized in a console racer like never before. In a word, the physics are, ‘great.’

GT5 cars’ exhibit pitch, roll, and yaw motion, with every input of the steering, accelerator, and brake. You see and feel such actions as nose dive under braking, or front end lift under acceleration. This body movement is not exaggerated, but gives a great sensation of weight transfer and momentum that, like a real car, has to be considered at all times when hustling around the race track. Tires make the biggest difference to the GT5 cars, and braking is very sensitive without ABS. There’s a feel to the physics that gives you the sense that there is an infinite range of fluid control and modulation, using the G27 wheel.

Overall Game Content: GT5 gets about an 8, to FM3’s 8.

Both games come equipped with roughly about the same content and time needed to completion.

On-line racing: GT5 nails a 9, FM3 only a 6.

The return of host controlled lobbies, (a feature that was sorely abandoned in FM3) makes GT5 the easy winner in this category even without adding twice as many cars to the track. The ability to name a lobby, and have new people come and go in a system that allows you to practice without stopping to let someone in, is pure genius.

Damage modelling: FM3 has a solid 8, GT5 more like a 6

GT5 has too basic a damage model; it’s there, but barely.

Track Modelling: GT5 gets an 8, FM3 a 7

Tracks are fairly close, but the GT5 tracks are slightly better looking, and offer a greater range of textured surfaces and animations.

Engine sounds: FM3 captures a 9, GT5, maybe a 7.

GT5 is less natural sounding, and too artificial compared to FM3’s quality engine noises. And GT5 crashing noises are underwhelming too.

A.I. quality: GT5 8, FM3 7

The A.I.’s are comparable gentleman drivers in GT5 to the ones in FM3. They seem to make more sensible moves, and will allow you to race them clean 90% of the time. They will even take a chance now and then and wipeout occasionally.

Peripheral wheel support: GT5 a perfect 10, FM3 no more than an 8.

With both a fine factory wheel (DFGT) and great after market wheels (G27-T500RS) GT5 is better supported than FM3, which no longer sells the factory Microsoft Wheel, a wheel that had a variety of bugs and durability issues.

Photo mode: GT5 about an 8, FM3 close to the same, about an 8.

This is a close category to call, both have fairly good picture taking options.

Community features such as leader boards and car exchanges: FM3 nails the 10, GT5 only a 5.

GT5 is lacking in this area, but it is promised that leader boards are soon to come. It’s hard to beat the FM3 leader boards and auction house features, it’s a complete package.

Car manipulations such as painting, tuning, upgrades: FM3 a pure 9, GT5 barely a 7.

GT5 hasn’t the detail for tuning, or painting, and doesn’t compare that well to FM3 in this category. However, all those who either hate to tune, or can’t, will have less to fear in GT5.

Misc. features: GT5 manages an 8, FM3 about a 7.

The new ,“Course Maker” just about trumps anything FM3 has in this category even though it is very basic. The 3D aspect of GT5 is great too, if you have the right TV.

Number of cars: GT5 gets the 10, FM3 a secure 9.

Obviously 1,000+ GT5 cars wins over everything currently offered. And of the two games the only open wheeled race cars offered (Formula One), gives GT5 the nod here.

Number of tracks: FM3 has the perfect 10, GT5 the 9.

GT5 has a soft selection of 70 tracks or so, FM3 has 100+.

Weather and day/night tracks: GT5 gets at least a 7 for trying, but FM3 = 0

This feature really helps tip the scales toward GT5, because FM3 has no such feature.

Number of grid positions: GT5 rules with a 10, FM3 merely average with a 7.

Another no-brainer that really makes a big difference, GT5=16cars, FM3=8cars

Promotional events: GT5 again scores a 10, FM3 just a 7.

GT5’s, “GT Academy” in collaboration with Nissan is an unprecedented event (in the US – it previous ran in Europe). “The top 32 virtual racers in the country will compete in the live national finals event scheduled for March 2011 to become one of 16 GT Academy finalists. The 16 finalists will compete against each other in a series of challenges, including behind the wheel of real Nissan race cars, for a chance to become a professional race car driver as the GT Academy winner for the U.S. The winner will have the opportunity to train with elite race car drivers at international tracks and race as part of a professional team.”

Modes of play: GT5 9 vs FM3 8

Both have about the same number of modes. GT5 has dirt/snow rally racing, and FM3 has drag racing, but all things being equal, the dirt rally racing in GT5 is more functionally fun, than the non-functioning drag strip of FM3. (Starting lights don’t offer staging, reaction time, or red lights.)

Immersive quality: GT5 is about an 8, FM3 only a 6

Without a doubt the immersive quality of GT5 exceeds FM3 by some amount. Not because it is vastly different, but because of the emphasis and focus placed on the minor animated details, such as black rubber marks that stay on the track. Nice touches like a false start option that kills your car if you jump the start, for a few seconds, and pit stop decisions on fuel and tires. Tracks are more animated with rain, snow, and fireworks going off in the distance. Reactive spectators taking pictures as you pass by, and flinching in terror if you get too close to them on a turn. Cars that visibly lean when acted upon by the forces of nature, or regrettably going into a violent high speed “tank slapper” due to an over aggressive right foot. Or maybe driving the excellent facsimile of a Sprint Cup Car from NASCAR, and gaining immediate respect for the skill and manliness it takes to handle one at 200mph door handle to door handle. (Sorry Danica you’re not quite there yet). Or how about almost feeling the G-force generated by the pro karts. It’s these numerous minor details and experiences that crank up the immersive giggle factor, and put a smile behind your face shield every time.

Perhaps the best judge of the quality of the GT5 simulation comes from someone who isn’t a gamer at all, hasn’t done many racing sims, but is a real car guy that has raced. I know just such a person, and after trying first FM3, and then GT5, he exclaimed, “Now this is more like it!” It was clear that he was able to pick up on the physical feel of GT5 faster than FM3, and was not as frustrated by GT5 as he was with FM3. No “sticky grass” or time penalty to deal with in GT5, and the A.I.s were more fair in his opinion. I can’t say that it was just the game that allowed my friend to “master” GT5, it was more the seamless cooperation between his real knowledge, and the virtual experience of GT5 that allowed him to identify with the sensations better. Even so, he was quick to confess that the game gave him the impression that he had a long ways to go before true mastery set in.

So is GT5 the better console simulation racer? Depends on who you are and how you add the numbers up, but for my money it is. As a long time Forza racer and original Gran Turismo guy I can honestly say this is the more enjoyable game. As I get closer to completing the game it feels like the goal of mastery grows at the same rate as my newly discovered skill, and with each quicker lap I make, there seems no real end in sight.

Conclusion:

Bottom line, throw out all the hype and the haters, and the way I see it, you definitely have an overall improvement to the breed. Forza was good, but GT5 is better. It’s not light years ahead, and it’s not the revolution that GT1 was which started it all, but it is better. GT6 may be the real GT5 in the end, but for now, if you want the best console sim-racer on the planet, Sony’s premier title, GT5, is it.

Full Throttle,

AAR_GTDon

(Editor’s note: If you haven’t bought GT5 yet, here’s a list of options and links)
There are several different options available to buy Gran Turismo 5:
Collector’s Edition: Game, Custom-etched keychain, 1:43 scale model of the Nissan GTR Spec-V, 300 page book, voucher for 5 DLC cars, Certificate of Authenticity.

Signature Edition (Exclusive to Europe/Australian): Steel case, book, Gran Turismo wallet, 1:43 scale Mercedes Benz SLS, voucher for six ‘Stealth’ cars and more.

• Gran Turismo 5 standard edition (amazon) (Pre-order includes Mercedes SLS AMG Stealth)
• Gran Turismo 5 collectors edition (amazon) (Pre-order includes Mercedes SLS AMG Stealth)
• Gran Turismo 5 Standard edition (Game)
• Gran Turismo 5 Signature edition (Game)
• Gran Turismo 5 standard edition (Gamestop) (Pre-order: McLaren F1 stealth and GameStop NASCAR car with Gran Turismo 5 logos.
• Gran Turismo 5 signature edition (Gamestop) Pre-order: McLaren F1 stealth and GameStop NASCAR car with Gran Turismo 5 logos.
• Gran Turismo 5 standard edition (Play.com) (Pre-Order: Mercedes SLS AMG and Nissan GT-R GT500 Stealth models)
• Gran Turismo 5 Collectors edition (Play.com)

To “GT” or not to “GT”

To “GT” or not to “GT” is fast becoming the question among many a Forza3 driver now that GT5’s release is a certainty. Obviously you need a PS3 to begin with, and this is said to be the highest hurdle to overcome for those who have invested heavily with the Xbox360 and Xbox Live. For many the cost is just too high, even though the cost of a PS3 has dropped to a slimmer $299.00 price point. The free Sony PS3 on-line feature is great, but has never flourished like Microsoft’s $50.00 per year Xbox Live community. For these reasons and a few others, many of the Forza faithful have no plans or intentions of switching over just because of one outstanding sim-racing game.

Still, the allure is attractive. Forza3 is well past its prime as video games go, and had its problems right out of the gate to be honest. It failed to live up to its own hype just as many games do, but perhaps even more so considering the reasonable expectations of the fans. Add to this a few management mis-steps in PR, and, the general feeling of betrayal Forza followers felt when key features and elements were deleted without satisfactory explanation, and what you get is a mass exodus. The anti-“Turn 10” sentiment was shared by most, even if they didn’t stop playing the game.

Forza3 has its admirers, but most agree there is lifelessness to the game. No one can quite put their finger on it, but the word ‘sterility’ comes to mind more than any other. Were in not for Xbox Live, and the on-line friendships that have been forged, Forza3 would have been completely abandoned by now. But abandoned for what? What other console racer can compete with Turn10’s Forza franchise? None, until now.

Polyphony’s GT5 is launching at about the best possible time, and will inject some serious life into console simulation racing at a time when the genre is sagging like a flat tire. Polyphony, make no mistake, has taken some detailed notes about the competition, and what the fans wanted.

Many of the key features lost in successive iterations of Forza are returning in GT5. Coincidence? Not likely. Rather than fight the faithful, and cater to the masses, Polyphony has (it appears) listened to the fans first, and used this information to build a near mythic reputation that then attracts the masses. The idiotic delays GT5 has had, has at this point only served to magnify the mystery of the game. And everyone likes a good mystery.

So, what can a burned out hardcore Forza fan expect from GT5, if he has the money to make the switch? An entirely new and different driving experience. Physics will be entirely different, not worse, not even better perhaps, but just different. Just as it was when Gran Turismo fans sampled Forza1, it took some getting used to, and it will be the same for GT5. It will be an acquired taste, and once you grasp the new feel, it will seem very natural, and even more correct than ever before.

The graphics and audio are already known to be a big step up, helping to block out any hints of inanimate sterility. The peripherals such as steering wheels are of a higher more robust quality, and are not likely to fail after a few months like the Microsoft wheel for Forza did. There will be more cars to pick from, more types of racing, and more cars on the tracks to race against. You’ll have full control over public lobbies, and a way to organize car clubs in the game itself.

Will all this and more be enough to win over Forza fanatics? No, but will it be enough to win over simulation racing fanatics looking for a high octane experience and breath of fresh burnt rubber? You can bet your Xbox360 on that.

Full throttle,

AAR GTDon

How to set up your own online sim race series

What does it take to establish a fun and exciting simulation racing series? A lot of creativity, and, trial and error. Make no mistake, arranging a format for racing is not as easy as it first appears. There are so many factors and combinations of tracks, cars, classes, and rules that it is highly likely that your first few attempts at something new and different will flop.

Although most who like the idea of creating their own series are unaware of the challenges involved in creating a fun series until they try it, the allure and satisfaction of seeing your creation succeed is still very gratifying. At the same time, this self-gratification can often lead to a dead end, and a series that no one wants to participate in.

Sometimes the creator thinks it is an amazing format in a sort of self-delusion not unlike so many failed singing contestants on, “Pop Idol” (otherwise known as, “American Idol” in the US). Not many have the icy cold heart of a Simon Cowell to tell the poor fool that their series is uninteresting crap, and instead simply decline to participate. Even so, there are many good series formats that only lack the promotion and public awareness to become popular hits with the sim-racing crowd.

Having created several popular racing Forza series over the years, like the “FWC”, the “IFCA Endurance Series” the “IFCA Stock Car Series”, “Beat the Stars”, the “Club Kings”, and even the “IFCA Championship,” I’ve learned a thing or two about what it takes to put together a good format. Your basic elements consist of fairness, simplicity, and fun. Generally the fairer the cars are to everyone, the more people will be attracted. The simpler the rules and format are the more attractive and convenient it will be for the participants to join. Ultimately the more fun a series is the longer shelf life it will have.

Test your own race series:

At the beginning of your creation you’ll want to make a few dry run practice sessions before presenting your new series to the public. This will give you time to shake out all the bugs before your first official race date. The last thing you want is to have to change something at the last minute. Once you have cleaned up all the little things that you didn’t expect, then you can have a go at an official start of a season.

Rules are important:

Rules are important too, and the best place to start is to clone many of the same rules from actual racing series like F1, NASCAR, ALMS, SCCA, BTCC, Grand Am, and many more. Of course you will have to modify some rules and race options to apply to sim-racing and the constraints of whatever simulation title you are using. One thing to keep in mind is that no matter how many rules you have in place, you will never have enough rules to cover every situation, and this is where race officials come in handy as well as a, “code of conduct.” A code of conduct is applied to areas where the rules are not clearly defined. The code is generally about being a good sportsman, and self-governance on the race track.

Examples of good online race series:

A good example of series creation is the wildly popular, Forza3 based, “IFCA Spec Racing Series.” Originally modeled after the SCCA Spec Miata series in real life, the simulation version adheres to many of the same concepts, but with a twist. Instead of using only a Mazda Miata as they do in the SCCA, the IFCA changes the car every season. The cars have very limited tuning options and are identical in build making for more of a drivers series. In their 10th season which will begin the 23rd of September there is a 100 driver limit, so don’t delay in signing up, it fills fast. If you aren’t much of a tuner, and can handle a more stock based driving style, this is the best series to enter. Just don’t let your hopes of winning it get too high, some of the fastest drivers in the world will be there clicking off incredible lap times. Fantastically fast drivers like TRC’s AJ the boy, TRC Greekman, Chilledheat, TRC Smokinu, and GLR Brizzo will be occupying lobby 1 for sure.

Other popular non-IFCA series like the “Pacific Series,” the “Bismark Series,” and F4H’s Divineo DTM Championship have long histories of close competitive racing with top notch talent. On the other end of the scale, but in accordance with good series building are the non-sanctioned and numerous smaller events like my own Grand Am Rolex series. This is one of the few new series that is attempting to branch out into multiple international divisions that will then produce separate champions, who then meet in a world final. Ultra fast “GLR b0x” of the American Eastern Division is the two-time defending Grand Am Champion, having first used a Nissan 370Z, and then just this past season a Ford Mustang GT. To date there are 2 divisions that run the same format but at two different days and times during the week. The schedule is a short 4 week season with short double races of 13laps each week. The 25 cars or so are heavily tested for equality and mimic Grand Am GT cars. Their builds are full handling builds with limited horse power placing them in the low S-Class. If you prefer to drive cars that you can tune to your driving style rather than stock tuned cars, this may be the series for you. Contact me GTDon@msn.com if you want to setup your own division for the Grand Am Rolex series.

In the mean time, just remember, there are a lot of good established racing series out there who run well organized events, so before you go off thinking you’re the next Bill France Sr. (NASCAR), Wally Parks (NHRA), or F1’s Bernie Ecclestone (God forbid), get your ducks in a row first, and realize just because you think it’s a great idea doesn’t mean anything until “they” do.

Full Throttle,

AAR GTDon

OnlineRaceDriver goes ‘Back to the 50’s’

Once again it was, “Back to the 50’s” this past weekend at the MSRA “Back to the 50’s” 37^th annual car show in St. Paul Minnesota. With 11,795 cars on display only the State fairgrounds is large enough to handle this record setting outdoor summer event. In fact, this is the largest 3 day rod and custom car show in the world! 125,000 spectators were drawn in this year. The only restriction to be in the show, is to have a 1964 or older car.

My own entry is a candy apple green 1955 Chevy, originally purchased new by my grandfather in 1955. With 120,000 original miles on its 265cid V8, and 3-speed manual transmission, it still glides over bumps like it has four over inflated inner tubes, rather than tires. Driving the old car is a real step back in time as it has no power brakes or steering. Everything happens in a kind of ‘take your time’ slow motion whether turning or braking. Acceleration provided by its approximate 165hp small block V8 is merely average in these modern times, but was actually above average in 1955. Maybe that’s why seat belts were only an option. Gas mileage for the first OHV V8 Chevy ever produced, is about 25mpg on the highway thanks in part to a manual overdrive, and not a single pollution control device. Not bad for a 3600lb car that turned 55 years old this year!

Without further ado, I give you, “Back to the 50’s!”

Full throttle!

GTDon

ORD on the road: Dulano’s bike night

If you ever find yourself roaming the summer roads of the Upper Midwest on a Thursday night, be sure to stop at, “Dulono’s Pizza” on West Lake Street in South Minneapolis, Minnesota, USA. It has become a weekly motorcycle congregation of no particular brand, making it the most eclectic collection of bikers and bikes you are likely to see.

Over 2,000 bikes migrate to this four city block square area every Thursday night, not for the pizza, but for the camaraderie, and destination. Of the, “Twin Cities” (as they are known), Minneapolis is the more upscale urbane of the two rather easy going cities. St Paul, (the other Twin) has its riches, but nothing comparable to Thursday night at, “Dulono’s Pizza.”

Although currently bike-less myself, my good friend (gamer tag, “Cuda500” otherwise known as Warren) just happens to have two seriously fast motorcycles available. Since he can’t ride both down to “Dulono’s” he invited me to take his second favorite bike on the 30 minute ride to experience what he calls an amazing gathering of two wheeled characters. His bike of choice is a 2009 V-Max, piped, chipped, and extended to the tune of about 200hp. His backup bike and my ride for the evening, a silver 2008 Kawasaki ZX-14 similarly endowed.

Having owned a stock ZX-14, I knew what to expect, and was pleasantly surprised to find this extended swing arm, geared down version, very easy to adjust to. Such bikes are actually very docile with a respectful wrist, but you need to be ever vigilant as it begs you to flick the throttle to the stops the whole time you ride her. Warren’s V-Max is little different, except for the sound. It’s the only bike that sounds like a muscle car (if you don’t include the “Boss Hoss”), and causes involuntary gawking as it rumbles by.

The event itself was true to the billing, an untold number of bikes and styles converging on a few city blocks. As crammed as it was, the turnout was light due to sprinkles in the forecast. These are hardcore dedicated bikers nonetheless, and weren’t going to let a few rain drops ruin the meet.

Every type of bike was represented; sport bikes, race bikes, stunt bikes, enduros, cruisers, customs, classics, two-strokes, turbos, and sidecars were all there. On occasion even a licensed MotoGP 500 and 250 with lights has been known to show up.

So rather than waste time reading when pictures are worth thousands of

words, I give you bike night at “Dulono’s Pizza!”

Full throttle,

GTDon

Power of association in online racing

Like any organization, the same rules apply when creating a racing club. The general focus is to bring together like-minded competitors under one roof. This usually starts with a particular theme the club founder wants to pursue, –a kind of vision of the temperament, character, and goals of the club.

The first simulation racing clubs were formed when Xbox Live hit the tarmac with Forza1. It was an integrated club feature that melded the on-line experience together with Forza1, in a seamless full featured way. As a result people could easily and creatively organize and track club activity, lap records, and club growth in the game, while playing the game on-line. It was the single most powerfully attractive feature of Forza1, responsible for the creation of many of today’s well known clubs like, TRC (TimeRacingClub), F4H (Fight4Her) VVV (Vedi Veni Veci), EXOR, PpR, WWR, EMW, GLR, EZT, TDR, V12, AAR, and many more. This attraction established club dynasties, and retained driver participation in an unprecedented way. Arguably it was this single feature more than any other that allowed Forza to become the game it is today.

You’ll notice a club member by his three letter prefix in front of his gamer tag. Those who belong to clubs tend to be more serious and higher skilled drivers, but not every club member will always have the club prefix.

Being a part of a club is the surest way to become faster. The power of the association lies in its collective member numbers acting as a force multiplier towards faster lap times. With more members comes more knowledge is the point, something that an individual driver acting alone cannot easily overcome.

Unfortunately, this wildly popular seamless design, and ingenious tool for creating lasting clubs, was inexplicably discarded with the release of Forza2 on the Xbox360. Because it was not immediately disclosed as to why the club feature was deleted, when an explanation finally did surface from, “Turn 10”, the devoted were unimpressed and unconvinced. It was alleged that the club feature was impossible to implement on the 360, because it was simply old outdated architecture from the original Xbox Live system. Conspiracy theories suggested an additional reason, that keeping the integrated club feature would only increase the unwanted power and undue influence of popular racing clubs, –a direction the game makers (“Turn 10”) did not want to go in.

Whatever the case may have been, the loss of this feature was a major blow for all Forza clubs, and took away one of the most popular gaming features ever invented for simulation racing. Apparently it could be argued, the club feature was a victim of its own huge popularity, –a popularity so great as to be borderline intimidating on several fronts.

Undeterred, but admittedly weakened by this radical change away from club hegemony, many of the less powerful Forza clubs fell by the wayside, while only a few of the strongest more stable clubs would soldier on via dedicated websites.

Today some of the legendary clubs have returned but only as a mere shadow of their former glory. Those that managed to survive are not the high octane powerhouses they once were. Forza clubs today are smaller, less dominant, less influential, less well-known, more diverse and fractured, and generally less organized. As a result, associations like www.IFCAracing.com house a variety of clubs under one competition banner, not unlike NASCAR does for their racing teams.

As the theory goes, too much domination and popular influence from one group heads down a path that leads towards exclusion, and away from broad inclusion, something some game makers wish to avoid at all costs. A prevailing but contrary or competing theory is that, passionate popularity attracts fanatical fans that promote passionate popularity. Such fans enthusiastically devote themselves to a game in such a way as to make the game their own. This kind of extreme fan support and addiction is the engine that can fuel a gaming dynasty.

Looking at Gran Turismo for example; their fan base is rabid to say the least, even though “Polyphony” has yet to produce a sequel to GT4 in four years. Yet, the fans are as strong as ever. Broad mass appeal, inclusion, and diversity, are apparently irrelevant terms to “Polyphony,” they only seem to be interested in creating the best driving simulation racing experience, everything else be damned.

Rumor has it that GT5 will in fact have an integrated club feature suspiciously similar to what was in Forza1. If this is true, expect a sweeping resurgence and return to a time when the car club scene dominated simulation racing; a time when unfettered competition was left unchecked, and off the charts, with no limit in sight. Expect a competitive intensity the likes of which you have never seen before. If it does happen, better get your flame retardant butt in a good car club faster than you can say, Mario Andretti, or be left behind.

Full Throttle,

AAR GTDon

The ‘how to’ of hot lapping

The dichotomy of hot lapping is that it has both an addicting natural attraction, and repulsion, for everyone who does it. Evidence of its attraction is, everyone hot laps, or has hot lapped at some time or another. Evidence for its repulsion is that not everyone enjoys hot lapping on a regular basis for very long. This can often be attributed to the psychological state of mind created when false mastery is perceived.

After as little as 25 laps in a row, most simulation drivers will reach their personal limit in which lap times no longer significantly fall, and inevitable boredom sets in. The deductive line of reasoning quickly becomes, “that’s as fast as it gets, and there is just no way to go any faster, it’s practically a perfect lap, no reason to try any harder.” Then when they see that many of their fellow competitors are not just a tenth or two faster, but 3-4sec a lap faster, major disbelief begins, and sporting paranoia sets in. They start to wonder if there is some kind of cheating going on even though everyone is in the same exact car. “Three seconds faster than my best most perfect lap, no way, impossible!” they say to themselves.

‘Pure Muscle!’ by Brocks the Converted on Flickr (Used under CC Licence)

People are quick to adopt one of three possibilities for what appears to be nearly the impossible. One is to allege some sort of cheating, or unfair hidden trick at the very least. The other more routine explanation for the impossible is metaphysical or supernatural affects. And the third is just, “dumb luck.”

Well, I won’t completely rule out cheating as a possibility, who knows what can be done with a, “moded” console, but to date, no known cheating can account for a #1 time on a hot lap leader board. It is well documented that the astronomically fast times reached by many of the worlds fastest hot lappers are for real, and repeatable. If anyone is cheating they have yet to figure out a way to be faster than the known fastest sim-drivers in the world. Though the lap times are god-like, I think we can rule out any heavenly help too. Then there is luck. Luck is a part of any game at some level, but it is often defined as too rare and unrepeatable to explain away consistently great performances. (Unless of course your name is Jimmy Johnson or Valentino Rossi. –lol)

So, if there is no cheating going on, or sim-racing gods to count on, and way more bad luck than good, then what gives? What’s the difference between an average to good driver throwing down some nice clean laps, and still being 3 seconds off the pace of the true masters of the sport?

Several factors contribute to “impossible” lap times. First and foremost perhaps is a special attitude. Dedicated hot lappers know and understand that perfection is a fleeting and relative term, and that improvements however small, are always there whether you can see them or not. This upholds the old adage, “records were made to be broken.” Hot lappers know there is always more even if they don’t easily see it. Their determination as a result becomes boundless, and only the passing of time becomes the limiting factor for them. Given enough time they will eventually find that extra tenth or hundredth of a second that inches them ever closer to the mythical perfect lap.

Another factor for supreme lap times is numbers of laps. Great hot lappers will run hundreds of laps if given the time because they know that there is a big difference between a quality lap on lap 75 vs. lap 275. They know they can rest assured more time can be cut with more laps no matter how fast their current lap is. Hot lappers are willing to pay the price or pay their dues if you will, by putting in the mega lap numbers required to manufacture a lap of perfected beauty. Like anything of value, this is hard work, and not everyone is ready to sacrifice to achieve it.

Raw skill is also important, but as with other sports it is not by itself the deciding factor. Only with hard work and practice does innate skill bring you over the top. When all things are equal, that’s when greater natural skill can make the difference, but, you still have to put the laps in first.

As far as actual technique goes and aside from loads of patience and stamina, smoother is always faster. Just like real racing, progressive steady braking and accelerating are in most cases the best way to go. To date console simulators don’t yet have the fine linear progression of a dedicated PC simulator, but it is there.

Many of the fastest drivers will use the racing line or at the very least the braking line. Even so they will go a step further and use these references to refine their optimum line.

Knowing specific braking markers on the track is essential. It is not enough to generally know when to slow down; you have to know exactly where on the track brakes should be applied so that you can increase your consistency. Guessing when to brake each lap just won’t cut it. You have to determine where each braking marker is by making note of some specific object or mark on the track in the braking zone. An easy way to learn this secret and many others is by watching the replays of the top 10 drivers. Each driver will be roughly the same, but each will do some things differently that you will pick up on, and compare, to what you do.

One of the things to look for is unusual lines on the race track. Generally speaking the wider approach to a corner entry the better; late apex, early exit on tight corners, and early apex, late exit on wider sweeping turns works best. In either case, it is critically important to run over the inside rumble strips and as close to catching a penalty as possible. Always cut the corners as close as possible, without incurring a penalty of course. This takes a certain fearless finesse because no one wants to ruin a perfect lap on the last corner by clipping it too close.

An over looked human area of optimum performance while hot lapping is driver fatigue, and pacing ones self. Not everyone can run lap after lap hour after hour for an entire evening. In order to perform your best and maximize your performance, better usually, is to take your track time in stints of not more than 30 laps at a time. Take a break, get something to drink, and then resume for another 30 laps. Keep your faculties fresh, so your concentration levels remain high, and you will see more gains.

Another area that needs scrutinizing is the approach to the track itself. Break it up into segments you can manage. Don’t try to run a whole perfect lap, try to run perfect segments, and once mastered move onto the next segment, until you have every segment mastered, and then you can go for a, “perfect lap.” This approach helps you see where you are strong and where you are weak on the track. By doing this you can spend more time on the segments of the track you are weakest on, while being confident about the areas you have mastered.

A neat trick to play on yourself psychologically is to purposely create a ghost that is substandard or flawed in one segment of the track, and very good in all the rest. By allowing your ghosted car to be somewhat slow in the first segment for example, this allows your solid car to take the lead through the first segment, giving you a clear view of the track, and real hope that you have a chance to stay ahead of the ghosted car for the rest of the lap. Doing this also allows you to place more of your concentration on problem areas of the track. Using different ghost cars helps break up the monotony and the rut of repeating the same mistakes over and over again, and feeling as if you can not make progress.

Love it or hate it, hot lapping has its rewards, and everyone does it a little. Personally I’m more into the thrill of racing, but if you want to be fast hot lapping is not an option, it’s a must.

So how does all this advanced advice and instruction work in actual competition? Not bad for this racer, enabling me to hover in the top 50 out of some 5,500 competitors in the current, “Road & Track” sponsored FM3 Time Trial. Hopefully with a bit more perseverance I can stay in the top 50. Look for “AAR GTDon” to see how I do with the 2010 Mini Cooper at Laguna Seca, and be sure to try it yourself.

Just remember to have fun, show some patience to pace yourself, be smooth, cut the corners, break the track down into segments, and know you can always, always, do better.

Full throttle,

GTDon

Series Report: IFCA Spec Racing 2010 (Season 8)

With the conclusion of the first www.IFCAracing.com Spec racing season for 2010 (Season 8), –one of the most popular and competitive simulation racing events in the Forza universe, it’s time to reflect and compare notes. IFCA Spec racing if you don’t know is a limited tuning 25 lap format with identical cars in an 8 week season. Originally designed to be exactly like the famed American, “SCCA Spec Miata” series, the idea was to stick to limited upgrade production based cars, so that driving rather than tuning would be the dominant influence. In the real series it was more a matter of keeping costs down so more people could compete.

Because of the XBL friends-list limitation of 100, only 100 drivers are allowed to sign-up for this or any IFCA event. Even so, many of the best Forza drivers in the world make it a point to join this popular event. Of the 100 competitors, there are about 25 seriously fast drivers, and out of that 25 at least half are ranked in the top 50 in the world. Only 8 cars can compete in a single Forza3 room, and this means that qualifying into the top 3 rooms where the most points can be snatched can be very hard to do. To get in the #1 room of 8 will demand that you be one of the very best drivers in all of Forza.

In its history IFCA Spec racing has seen many top 10 drivers make an appearance. Not all were successful, but it gives you an idea of the strength of the competition this series brings. If you ever want to really test your Forza skills, against the best, this is a must-race event for you.

An interesting observation has surfaced with this first season of racing in 2010 using the new Forza3 version of the game. The top drivers are as a group, much closer to the driving performance limits of the game these days. It is surmised that because FM3 is somewhat easier to drive than past versions, that driving at the limit can be reached by more people for longer periods of racing. In effect, the supreme skill of the best drivers is now equal to or better than what the game can challenge them with.

This new anomaly means that the best racers are not so much trying to compete with one another, as they are with the game itself. This lack of depth on the part of Forza3 places the focus not on beating your competitors, but more on beating the game. If you can run the entire 25 lap race at or near the theoretical limit of the physics of the game, you automatically win in other words. If all 8 drivers are capable of reaching this same physical limit, than odds are that the pole sitters or lead drivers have little to fear from anyone behind them. With this physical limitation of FM3’s shallow simulation, the drivers at the back ultimately can not go any faster than the drivers at the front, which means that no matter how hard they drive they will only be matching the same pace of the leaders. What actually accounts for this? A lack of physics variables combined with a softening or “dumbing down” of the simulation most likely.

Without more diverse in-depth real-world variables added to the simulation such as track condition, brake fade, greater tire degradation, weather conditions, etc., all the best drivers are going to eventually reach the same artificial limits of the game, at which point no further gains can be realistically had. With fewer variables and easier physics, the best drivers will easily sniff out and exploit the games performance weaknesses and limits.

In real racing there are so many variables that there is rarely ever a time when a driver feels he has reached the true limit of man/track/machine, all he really knows is that he was fast enough to win on that given day. Not that he was necessarily the fastest understand, but that he was, “fast enough” that day. He could come back next week with the same car and setup, and discover he needs to make some major adjustments to have a chance at matching his previous winning performance. He can’t simply assume he will be able to run the same nearly perfect lap times week in and week out.

For the vast majority of us, this issue is a non-issue however. We simply don’t have the skill to approach the in-game limits like the elite Forza drivers do, but, does this finding portray the kind of sophistication we prefer in a serious racing simulation? I think not. I think even average drivers would like to know there is something more to the game, and that sometimes, when the planets are all aligned just right, even they have an equal chance to win too. That sometimes being the fastest driver isn’t always enough, and occasionally the elite must struggle through things that take them off their game as well.

In recent sim-racing forums around the Net, some debate and talk has been bouncing around as to what may happen when many of the Forza elite cross over to Gran Turismo this Fall? Though it is generally accepted that the established Forza clubs, and Forza pool of drivers, is a far larger and therefore highly skilled group, the counter argument from the GT5 camp is, “skilled at what?” They make the case that of all the games that make any claims of being a simulator racer, FM3 is the weakest and most infantile of all.

Although no one knows for sure at this point, it would appear that GT5 is going to be on a higher level with broader simulation variables requiring greater study to master. Will this be enough depth to slow the hordes of elite Forza drivers from dominating the ranks of GT5 drivers? Probably only a little, but don’t think for a minute the top Gran Turismo drivers are going to be pushover’s, they love their game as much or more than the fans of Forza love theirs.

Congratulations to the new IFCA Spec Racing Champion TRC Greekman, and the rest of the top 10 finishers.

• 1. #41 TRC Greekman
• 2. #29 TRC LoCoArMeN
• 3. #1 TRC Smokinu
• 4. #501 GLR BRIZZO
• 5. #44 TRC Viking
• 6. #7 Chilledheat
• 7. #4 AAR GTDon
• 8. #680 GLR MtLife
• 9. #820 GLR WingNut820
• 10. #428 GLR1FastRedneck

Full Throttle,

GTDon

If you would like to see your race series or race report featured – or you’d like to contribute any other articles, photos or videos, email them to onlineracedriver at googlemail.com

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